Additional pavement space and cycle lanes from the Streetspace programme

Siân Berry: What is the final total of additional pavement space in square metres and additional cycle lanes in kilometres from your Streetspace programme? Could you also provide this information broken down by borough?

The Mayor: My Streetspace for London programme, which is led by Transport for London (TfL), actively improves and creates new cycle facilities, and has increased pedestrian space where demand is present. The programme remains active.
To date, as part this programme, 108 kilometres of improved cycle facilities have been constructed, with a further 20 kilometres under construction by both TfL and London’s boroughs. These are complemented by 101 Low Traffic Neighbourhood (LTN) schemes delivered through the Streetspace and Active Travel Fund programmes. LTNs help to enable cycling and walking by preventing general motor traffic from shortcutting through residential areas, encouraging people to drive less whilst improving conditions for pedestrians and cyclists on minor roads.
Approximately 22,500 square metres of additional pedestrian space has been created, with 10,140 square metres remaining following the removal of under-utilised areas; the majority of pedestrian schemes shown on the table below are Transport for London Network figures only. The additional pedestrian space on bridges are reported under a separate category, as bridges cross borough boundaries (this is indicated by *). Note that the table only includes infrastructure that was funded by the Streetscape Programme. Some boroughs delivered additional schemes during this period using other funding streams.
Borough
Kilometres of cycling improvements constructed
Total square metres of additional pedestrian space created (approximate)
Square metres of additional pedestrian space still present (approximate)
Barnet
3.3
0
0
Brent
1.3
0
0
Bromley
0
430
0
Camden
9.2
2492
0
City of London
0
6000*
6000
Croydon
1.3
90
90
Ealing
6.7
0
0
Enfield
14
0
0
Greenwich
3
0
0
Hackney
4.7
2810
0
Hammersmith and Fulham
1.6
0
0
Haringey
0
300
0
Hounslow
2.8
0
0
Islington
5.6
970
0
Kensington and Chelsea
0
240*
240
Kingston
4.4
0
0
Lambeth
13.9**
1447*
1387
Lewisham
2
Merton
1.2
0
0
Richmond
6.3
250
200
Southwark
6.0**
1430*
1430
Sutton
2.6
193
0
Tower Hamlets
0.3
See bridges*
0
Waltham Forest
3.9
0
0
Wandsworth
10.4
819*
48
Westminster
4.2
2145*
745
			(partially removed)
*Bridges Only
			(not included in borough figures).
N/A
2900
0
** Includes 0.7km where the borough boundary is in the centre of the road (Lambeth/Southwark)

Health (including sleep health) (4)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Training for medical practitioners”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Transport for London (TfL) is committed to improving the health and wellbeing of London bus drivers through active programmes of work on fatigue and driver health and wellbeing.Please refer to my answer to Mayor’s Question 2022/0331.

Health (including sleep health) (5)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Tracking sleep health”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Transport for London (TfL) has provided a Sleep Survey Self-assessment tool for TfL staff. The use and outcome of this tool is currently being evaluated. Through the Fatigue Management Working Group, bus operators are aware of this tool and have been encouraged to provide it to their staff.

Health (including sleep health) (2)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Improving the general health of drivers”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: In response to the Bus Driver Fatigue Report by Loughborough University, Transport for London (TfL) publicly committed to launching a £500k fatigue Innovation Fund to develop and trial interventions. The Innovation Fund was broadened to include innovations that could also improve health and wellbeing of bus drivers following a subsequent separate report from the UCL Institute of Health Equity commissioned to look into bus driver deaths as a result of Covid-19, leading to TfL’s public commitment to scope a programme of work to make the best use of shared resources and trial new initiatives.
The combined Fatigue, Health and Wellbeing Innovation Challenge was launched in late spring 2021 and over 50 companies responded with solutions. During the summer, TfL worked with bus operators to progress some innovations through as fully scoped bids to the Innovation Challenge. There were a total of ten successful bids, with eight London bus operators benefitting including some joint-operator bids that will be progressed subject to available funding.
In addition, further health assessments are being rolled out by bus operators for immediate use by bus drivers as detailed in my answer to your question 2022/0331.

Health (including sleep health) (3)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Providing health screening”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Since the Fatigue report was published, additional work has been undertaken by Transport for London (TfL) to improve the health and wellbeing of bus drivers following a subsequent report from the UCL Institute of Health Equity commissioned to look into bus driver deaths as a result of Covid-19. The recommendations from this recent study are being taken forward through the Bus Driver Health and Wellbeing Programme, and incorporate this recommendation from the Fatigue research.
TfL is supporting bus drivers through the provision of self-service health assessment kiosks or comparable health assessment across the bus operating companies. These will provide indicators of existing health conditions such as diabetes, hypertension and heart disease, and include a lifestyle assessment.The rollout of these health assessments to bus drivers is subject to funding.
TfL will collect anonymised aggregated data to define and inform further activities for the Bus Driver Health and Wellbeing Programme.

Stephen Port Murders – Public Inquiry

Caroline Pidgeon: Several people from the LGBTQ+ community have told me that to begin the process of trusting the police again they feel it is important that there is a full public inquiry into the failure to stop Stephen Port and also determine whether homophobia played a part in the handling of his murders. Is this something you support?

The Mayor: From the evidence heard during this inquest it’s clear that the Met failed to fully engage with and understand London’s LGBTQ+ communities. While the force has improved its relationship with LGBTQ+ communities since the loss of these young men, there is still work to be done to improve officers’ understanding of the LGBTQ+ community and how the police can support them.
I support the vital work of Baroness Casey’s independent review into the Met’s culture and standards, which will address the issues of misogyny, sexism, racism and homophobia, and scrutinise police processes and standards of behaviour amongst officers and staff.
I have asked Her Majesty's Inspectorate of Constabulary, Fire and Rescue Services to conduct a full independent inspection into the standard of Met Police investigation into deaths.

Cargo Bike Sharing Scheme (2)

Hina Bokhari: How many shared cargo bike schemes for local businesses are there currently in London? Please provide a breakdown of the numbers by borough.

The Mayor: Transport for London (TfL) does not hold data on the number of shared cargo bike schemes for local businesses in London.

Cargo Bike Sharing Scheme (1)

Hina Bokhari: The Cargo Bike Sharing Scheme launched in September 2021 in Hackney is a small step in the right direction to rolling out more zero emission delivery vehicles. What intentions do you have to scale up the support for boroughs to invest in cargo bike sharing schemes?

The Mayor: The Cargo Bike Share scheme is part of the Zero Emissions Network, a joint initiative between Hackney, Islington, and Tower Hamlets councils which I support. Transport for London (TfL) is currently undertaking research to ascertain the most effective and efficient way for other boroughs to similarly implement schemes and will include the lessons learnt from Hackney’s scheme. This research will help to inform future advice and guidance to boroughs, and in the interim TfL is actively promoting the benefits of using cargo bikes when engaging with stakeholders, including boroughs, highlighting positive impacts on air quality, road safety and congestion.

London Car Ownership Amongst the Poorest Londoners

Peter Fortune: When you make claims that the poorest Londoners generally do not own cars, what is your definition of poorest Londoners?

The Mayor: Our data clearly support the general pattern of lower car ownership among lower income groups (see data from Transport for London’s 2019-20 Travel Demand Survey in the attached excel spreadsheet).

The Mayor: 0853-London Car Ownership Amongst the “Poorest Londoners”.xlsx

Cargo Bike Storage (1)

Hina Bokhari: How many cargo bike storage facilities are there across London? Please provide a breakdown of the numbers by borough.

The Mayor: Transport for London (TfL) does not hold data on the number of storage facilities across London. TfL’s London Cycle Design Standards guidance states that at least 5 per cent of spaces should be accessible by larger cycles.

TfL Sustainability Plan

Keith Prince: Why was TfL's sustainability plan, which was due to be delivered to the Government on 12th November 2021, received 3.5 weeks late on 8th December?

The Mayor: The 1 June 2021 funding agreement included a series of workstreams to be completed, including the identification of new or increased income sources of £0.5-£1.0bn p.a. from 2023. A detailed shortlist of options was submitted, as required by the DfT, on 27 August 2021. The next delivery date was for Transport for London (TfL) to undertake necessary consultation on the preferred option or options by 12 November 2021; however, given that feedback from Government on the 27 August submission was not received until after the end of the working day on 12 November, at that point Government agreed an extension to 19 November. However, in the one week from 12 November to 19 November it had not been possible to narrow down the recommended options to a single recommended proposal.
When TfL received Government feedback on 12 November to its submission on the 27 August, it was limited to ruling out those options that require direct Government support and re-expressing the Secretary of State’s opposition to a Greater London Boundary Charge, and not a broader view on the Government’s willingness to support any other potential options put forward.
Following submission of the revised report on 19 November, there were further discussions with Government and the deadline was extended to 8 December, when TfL made its final submission.

London Car Ownership

Peter Fortune: Broken down by age, income, London borough and number of children per household, will you provide me with detailed statistics on which Londoners own cars?

The Mayor: Transport for London’s (TfL) data on car ownership arises from its London Travel Demand Survey. This has a relatively small sample of households and therefore does not support breakdowns at multiple levels as requested. TfL has therefore provided several tables of data which cover the main elements of this question in the attached spreadsheet.
Furthermore, the pandemic affected TfL’s ability to do this survey, and therefore data for the year 2019/20 are provided, as these are the most recent robust data available.

The Mayor: 0852-London Car Ownership .xlsx

London TravelWatch's Faster Buses Theory

Nicholas Rogers: Does TfL accept London TravelWatch's view that if London's buses each travelled 1mph faster, fewer buses would be required and TfL could make £200 million in savings?

The Mayor: Improving bus speeds and their reliability results in routes being completed in less time and therefore fewer buses needed to maintain service levels. This therefore has a direct link to bus costs and operational savings. The quoted figure is part of a potential range of £100 – 200m calculated by Transport for London (TfL) and provided to London TravelWatch.
Average bus speeds in London are currently around 9.6mph, which is 0.3mph higher than pre-pandemic levels. An increase of one mile per hour would represent an 11 per cent increase in speeds on roads. These roads must also need to serve the needs of pedestrians, cyclists, freight and general traffic.
TfL is constantly reviewing how the road network operates for all users and has implemented a number of schemes to improve bus speeds, including hundreds of signal timing reviews to give buses more green time, and 24/7 bus lanes across the TfL Road Network. TfL also works with boroughs to ensure highway schemes consider the need for buses, and it encourages and funds bus priority implementation through its Bus Priority Programme.
As we continue to emerge from the pandemic, TfL is looking at ways to encourage more people to use the bus over private cars to help reduce traffic congestion and also improve bus journey times. As an example, on 10 February 2022, new buses were launched on route 63, which feature attractive customer enhancements and are complemented by bus priority measures.

Strike Reform (1)

Tony Devenish: It seems likely that any meaningful reform to TfL to make savings and to adapt to changed circumstances will result in more strike action. Have you or any TfL officers had any conversations with the Government on introducing tougher legislation to stop militant trade unions from trying to use excessive strike action to bring London to a halt?

The Mayor: Transport for London (TfL) is absolutely committed to working with its recognised trade unions to find solutions to the current financial and business challenges facing the organisation.
I am sure you will agree that the appropriate mechanism for resolution of issues is the well-established union consultation and collective bargaining arrangements that are in place. In my view, escalating these issues outside those processes via introducing tougher legislation could be counter-productive to good working relations.

Metropolitan Police response to assaults on NHS staff

Onkar Sahota: Can you provide a breakdown of the number of incidents that the Metropolitan Police have responded where NHS staff have been assaulted at London’s hospitals over the last three years?

The Mayor: Please see the attached spreadsheet for the requested information.
On the notes page the caveats state that only victims with distinct medical job titles are included in the data.

The Mayor: 0696_Metropolitan Police response to assaults on NHS staff (1).xlsx

Dogs seized by the police

Susan Hall: For each year 2015, 2016, 2017, 2018, 2019, 2020 and 2021, how many dogs have been seized by the Met police and what happened to them, e.g. rehomed, euthanised?

The Mayor: Please see the requested information within the attached spreadsheet. Please ensure that the notes page is read in conjunction with the data to aid in interpretation.

The Mayor: 0871 Dogs siezed by the police.xlsx

London Travel Demand

Keith Prince: In the third bailout agreement, the Government gave two reasons for choosing a short-term funding agreement over a longer-term agreement. First, the lack of certainty over travel demand in the medium and long term. Secondly, the Mayor’s failure to produce a plan for how TfL would be financially sustainable by 2023. Is TfL now better placed to assess likely travel demand in the coming months and years?

The Mayor: There is still significant uncertainty in future transport demand. Transport for London (TfL) has developed a series of shorter-term demand scenarios to inform its Budget process – influenced by the pace of economic recovery, the return of office worker demand and any winter demand suppression during cold and flu season.
Additionally, TfL has developed a set of longer term of planning scenarios, which describe a range of plausible futures for London post pandemic. These are under regular review to assess the ‘relative likelihood’ of each scenario against evidence of the pace, nature and direction of London’s recovery.
Under nearly all scenarios, there remains a strong case for the continued operation of existing transport services, asset renewal to keep the network safe and operable, and investment to enhance outcomes that support the MTS, including safety, air quality and decarbonisation. All these scenarios have been shared with the Government.

Peak Road Usage

Nicholas Rogers: Please fully outline the impact of peak travel on London’s roads. Please include data on the times of peak road usage in London, the numbers of cars on the roads at peak and off-peak times, the geographical areas of London most affected by peak-time traffic (and what those areas look like off-peak) and, if known, the split of types of traffic – e.g. personal vehicles, HGVs – travelling at different times.

The Mayor: Transport for London (TfL) monitors the demand and peak demand on the Transport for London Road Network (TLRN) which it manages. Demand is measured as the number of vehicles multiplied by the distance they travel to give a figure representing million vehicle kilometres. The attached charts provide the breakdowns.

The Mayor: 0831 Peak Road usage Supporting tables pdf.pdf

Silvertown Road Tunnel walking and cycling schemes (2)

Siân Berry: As part of the Development Consent Order process, the Silvertown Road Tunnel was considered within the context of a wider package, including the Rotherhithe to Canary Wharf bridge and other necessary improvements for walking and cycling. What is the current programme for these works, and what is the status of their funding?

The Mayor: Transport for London (TfL) provided information on a package of east London river crossings as part of the Public Examination which took place in respect of the Silvertown Tunnel scheme. However, TfL was not promoting any other scheme through the Development Consent Order process, and the case for the Silvertown Tunnel scheme was considered on its own merits.
My Transport Strategy is clear on the ambition to develop further river crossings to support sustainable growth in east London. Unfortunately, given the impact of the pandemic on TfL’s finances and in the absence of long-term funding from central government, there remains significant uncertainty over TfL’s ability to fund such new capital investment.
On the specifics of the Rotherhithe-Canary Wharf crossing, the current status is explained in my answer to question MQ 2021/0920.
More positively, I am pleased to see continued progress from TfL, working with boroughs, developers, landowners and government, to assess the feasibility of extending the DLR to Beckton Riverside and Thamesmead to support development of new homes and jobs and improve cross-river connectivity in east London.

Silvertown Road Tunnel walking and cycling schemes (1)

Siân Berry: In post-examination submissions in advance of the agreement of the Development Consent Order for the Silvertown Road Tunnel, Transport for London (TfL) published a letter stating that: “TfL does not consider the onus is on it to underwrite the entire costs of these enhancements,” when referring to cost of related walking and cycling improvements in Newham. What terms were finally agreed with the London Borough of Newham with regard to support for walking and cycling schemes linked to the Silvertown Road Tunnel, and could you publish any further correspondence on this matter?

The Mayor: The Silvertown Tunnel will bring significant benefits to the London Borough of Newham (LBN), and London. This includes a number of local improvements which are set out in the designs for the scheme (available through the Transport for London (TfL) website), including walking, cycling, and urban realm improvements at Tidal Basin Roundabout and along Dock Road. Separately, TfL is also considering options for adopting the Lower Lea Crossing from LBN and implementing improvements prior to the opening of the Silvertown Tunnel.
No wider terms were agreed between TfL and LBN in respect of additional enhancements in the wider area as part of the Silvertown Tunnel scheme and negotiations on this matter are no longer taking place. All correspondence on this matter as part of the Development Consent Order process is already published on the Planning Inspectorate website.

Providing mobile connectivity to all Londoners on the tube

Siân Berry: I understand that two mobile networks have now signed agreements to use new facilities for mobile network coverage on Transport for London (TfL) underground lines. What steps are you taking to ensure that additional mobile networks make use of these facilities so that all Londoners can make use of mobile connectivity on TfL services?

The Mayor: I was delighted to announce that Three UK and BT have committed to provide 4G on the London Underground as part of my Connected London programme, meaning their customers will be the first to be able to enjoy uninterrupted connected travel across the network.
Discussions between BAI Communications and other mobile network operators are ongoing, and I am confident that all mobile network operators will want to be on board when the first stations outside of the pilot on the eastern end of the Jubilee line go live later this year, ensuring that their customers have access to uninterrupted connectivity as they travel throughout the city and supporting the continued economic recovery of London.

Proportion of London Traffic Made Up Of Deliveries

Nicholas Rogers: Please give an estimate of the proportion of London’s traffic that it is made up of consumer deliveries such Amazon.

The Mayor: Transport for London (TfL) do not have data about the specific composition of delivery vehicles that would distinguish them from other vehicles of the same type that are not engaged in deliveries. It is thought that these deliveries are largely, but not exclusively, made by light goods vehicles. The table below shows the proportion of the major vehicle types crossing TfL’s strategic cordons between 2010 and 2020 (as available). These are complete counting cordons (both directions) that surround, respectively, central, inner and outer London, giving an indication of traffic trends affecting these areas. The data shows a decrease in light goods vehicles in central London, with increases in inner and outer London.
Daily number of motor vehicles (thousands) across strategic cordons, 2010-2020.
Cordon
Year
Cars
LGVs
HGVs
Other
Total
Central
2010
606
179
51
297
1,133
2015
619
181
52
290
1,143
2019
581
178
46
267
1,072
2020
460
153
35
179
827
Inner
2010
1,405
286
82
172
1,945
2014
1,361
306
88
183
1,938
2018
1.355
306
80
170
1,911
Boundary
2011
2,005
347
137
79
2,568
2015
2,034
362
139
78
2,612
2019
2,105
387
136
64
2,691

Economic Impact of Congestion In London

Nicholas Rogers: Please give an estimate of the economic impact of congestion in London, i.e. the value of time lost to Londoners sitting in traffic jams?

The Mayor: Transport for London (TfL) has ordinarily prepared an annual report looking at the costs of road disruption. Due to the pandemic the last one published related to 2019 data and showed the estimated total cost of annual vehicle delay on the TfL ‘network of interest’ within Greater London was £5.5 billion. The Transport for London Road Network (TLRN) accounts for £2.17 billion (39 per cent), the Strategic Route Network (SRN) accounts for £1.22 billion (22 per cent) and the Borough Principal Road Network BPRN (non-SRN) £1.22 billion (22 per cent).

84 Bus Route

Caroline Pidgeon: Have you approached Hertfordshire County Council to make the case for sustaining the 84 bus route, which serves people in Barnet?

The Mayor: Route 84 is a service that is run by Metroline on a commercial basis between Barnet, Potters Bar and St. Albans. Transport for London (TfL) recently received an application to extend the London Service Permit (required for third parties to run public bus services in London) to run route 84 within the Greater London Authority boundary until, but not beyond, 2 April 2022. From 2 April, this service will not run within Greater London.
TfL met with Hertfordshire County Council (HCC) to discuss what their mitigations could be. HCC have found an operator to run the service between Potters Bar and St Albans. There are a number of transport options to Potters Bar. TfL runs routes 298, 313 and school routes 626 between Potters Bar and Cockfosters, Chase Farm Hospital and Enfield. TfL also runs route 399 during Monday to Saturday inter-peaks around Hadley Wood. Passengers from Barnet can access Potters Bar on the TfL bus network by using route 307 and changing at Cat Hill roundabout in Cockfosters to route 298. This is covered by the Hopper Fare. There is also a direct rail service between New Barnet, Hadley Wood and Potters Bar stations.

Dulwich Village Junction LTN (2)

Nicholas Rogers: Had TfL done any modelling on the Dulwich Village Junction LTN before it was introduced?

The Mayor: The Dulwich Low Traffic Neighbourhood is a scheme delivered by the London Borough of Southwark. As per the statutory guidance issued by the Department for Transport in May 2020, no modelling was undertaken by Transport for London (TfL) on this scheme prior to introduction of the scheme. This was due to both the urgency of delivery in addressing the needs of London during the pandemic, lockdown restrictions affecting data collection, and significant fluctuation in levels of demand over time from all road users to forecast from. Modelling would normally be required for schemes of this type in non-pandemic conditions in accordance with TfL Modelling Guidance relating to the 2004 Traffic Management Act and 2015 Infrastructure Act.
That being said, TfL has been working closely with both Southwark and Lambeth Councils to monitor the impact of the scheme since it has been in, including its impacts on surrounding bus routes, and make changes to the operation of the network to ensure that it continues to operate efficiently.

Carers Travel Costs

Elly Baker: Londoners that have applied for a 60+ Oyster Card since August 2019 are required to provide proof of their London borough address and pay a £10 (non-refundable) fee each year in order to renew their card. For registered carers that are 60+ Oyster card holders and accompany family members or others in need of support, the annual address check is an additional burden. With plans for a companion pass on hold will the Mayor consider waiving annual address checks for registered carers that are 60+ Oyster Card holders?

The Mayor: The £10 annual eligibility check was introduced to ensure that only those eligible get this generous free travel concession. Changing Transport for London’s (TfL) systems to identify registered carers would require funding that at present is not budgeted.
You will be aware that the Government, as part of the funding settlements, has required me to set out how I intend to raise additional revenue to fund TfL. Given this, it would not be appropriate to change the fee associated with the annual eligibility check.

Local newspapers and media in London (1)

Sem Moema: Local news in London has been on the decline for a number of years, but it is a vital tool when it comes to upholding transparency, democracy, putting community issues on the agenda and scrutinising decision-makers and elected representatives. What measures do you believe need to be taken to help local and independent press in the capital thrive once again, and how will you use your platform as Mayor to support this?

The Mayor: I have always championed the importance of local papers, they provide a vital service for local communities and hold us (the Mayor and London Assembly)and local government to account on decisions affecting local residents. Both the Mayor’s and London Assembly’s Press teams ensureall our news releases are shared with local media and that they are invited to events with the Mayor, including media events, PQTs and other local media opportunities and we speak regularly to local paper reporters and respond to a number of queries from local newspapers every week.
Wavemaker, our media planning and buying agency recommend what media we buy dependent on the objectives of each campaign and the audience we want to reach. As part of that, we buy programmatic digital and video-on-demand advertising which targets our audience and may appear in online versions of local newspapers.

Working with Other Police Services to Rebuild Trust and Confidence in the Police Across London

Caroline Pidgeon: What specific joint actions are you taking with the British Transport Police and the City of London Police in terms of rebuilding trust and confidence in the police across London?

The Mayor: The Metropolitan Police has strong working relationships with colleagues from both the British Transport Police (BTP) and the City of London Police (CoLP). In relation to joint working, the MPS already has an established relationship with both CoLP and BTP and all three forces are in the process of sharing plans in support of each other.
Joint action between the MPS, BTP and CoLP has included walk and talk initiatives in Finsbury Park and Kings Cross; joint days of action in Wembley; and joint community engagement events focusing on raising awareness of Transport for London’s Unwanted Sexual Behaviour campaign. The MPS, BTP and CoLP also work together on numerous joint operations targeting criminal behaviour at key locations across London.

City Hall LGBTQ+ Forum

Caroline Pidgeon: Will you and Deputy Mayor for Social Cohesion and Communities set up a regular London-wide engagement forum with key LGBTQ+ groups and organisations to ensure MOPAC, and City Hall more widely, are better in tune with issues and concerns in the community?

The Mayor: I am a vocal supporter of LGBTQ+ Londoners’ rights and have worked against homophobic, biphobic, and transphobic exclusion and disadvantage.
We must continue to build strong, connected communities and ensure that every Londoner can have trust and confidence in our public services, including the police, and share in the prosperity of our city.
During my first term, I established an Equality Diversity and Inclusion (EDI) Advisory Group to bring together expert representatives from civil society to help shape my EDI Strategy and provide advice on equality and diversity-related issues in the capital, including those faced by LGBTQ+ communities.
Policing and crime matters have been considered by the EDI Group, including the draft Police and Crime Plan. In addition, my Office for Policing and Crime (MOPAC) is informed by the experience and feedback gained through specialist commissioned providers, my Victims’ Commissioner for London, and through engagement with the Metropolitan Police Service’s Independent Advisory Groups.
More widely, I set up and continue to support the LGBTQ+ Venues Forum which works to build the resilience of these much-loved spaces. During the pandemic my Culture & Community Spaces at Risk programme provided emergency grants to 18 LGBTQ+ venues.

Rapid Electric Vehicle Charging Points (2)

Caroline Pidgeon: What plans are in place for the installation of rapid electric charging points during 2022?

The Mayor: In December last year Transport for London (TfL) published London’s 2030 Electric Vehicle (EV) Infrastructure Strategy, which built on the work with my EV Infrastructure Taskforce to produce the 2019 Electric Vehicle Infrastructure Delivery Plan. These set out the need for five flagship rapid electric charging hubs, one in each sub region of London by 2025 and a good spread of rapid charge points across the capital.
TfL achieved its commitment to deliver 300 rapid charge points across London by the end of 2020 and has supported the delivery of two rapid charging hubs, in Stratford and Glass Yard - Woolwich, with a third on the way in the City of London (due to open in Spring 2022). The private sector has also been installing rapid charging hubs and there are now at least 16 across London as a whole (11 of which are fully accessible to the public), and over 9,000 public charging points in total (around 750 of which are rapid charge points).
In addition, TfL committed to use suitable Greater London Authority Group land to support the roll out further public charge points and is looking to roll out rapid charging hubs on suitable sites within the next few years.

Bus Priority Programme (2)

Elly Baker: Following MQ 2021/1598 can you confirm what projects formed part of the Bus Priority Programme in 2021/22?

The Mayor: The 2021/22 Bus Priority Programme includes a broad range of interventions to enhance London’s road network and support bus journey times across both the Transport for London Road Network (TLRN) and streets managed by the London boroughs. The exact number and make-up of schemes has remained flexible to respond to changing circumstances, including requests from the boroughs to increase or decrease funding allocated to them. There are approximately 100 highway schemes currently being developed this year, alongside over 400 traffic signal timing reviews.

Rapid Electric Vehicle Charging Points (3)

Caroline Pidgeon: To what extent is Transport for London (TfL) relying on the increased provision of rapid charging points from the private sector?

The Mayor: A key principle of my 2030 Electric Vehicle Infrastructure Strategy is to create an environment that supports a commercially viable self-sustaining public charge point market.
At the time the strategy was published, the public sector had delivered around half of London’s rapid charge points, but private investment in rapids is increasing, and we are beginning to see an acceleration in the delivery of hubs. The strategy forecasts that only 20 to 30 per cent of rapid charge points in London by 2025 will be delivered with support from the public sector. This support may be financial or by other means, including the provision of public land. By 2030, the expectation is that little or no public funding will be needed as higher usage will make rapid charge points more commercially viable.

Car Club Membership

Caroline Pidgeon: What specific actions are you taking to promote membership of car clubs in an effort to reducing the number of cars on London’s roads?

The Mayor: As reflected in my Transport Strategy, car clubs can help enable Londoners to drive less when paired with a wider package of measures to reduce car use.
Working together with London Councils, Transport for London (TfL) is engaging with the car club industry to support the centralisation and sharing of car club data. TfL is also working with operators to understand the role of car clubs in reducing harmful emissions and supporting a shift to lower car ownership.
Working with boroughs and other stakeholders, TfL continues to support the roll out of electric vehicle charging infrastructure to facilitate the increasing fleet of electric car club vehicles. Car clubs are highlighted in TfL’s 2030 Electric Vehicle Infrastructure Strategy as a key user group to focus efforts on. TfL has also included references to car clubs as an alternative to private car ownership in communications and guidance material for the expansion of the Ultra Low Emission Zone.

The Omission of the Arches, south Harrow from the Street Care Website for Fly-tipping

Krupesh Hirani: Constituents of mine struggle to report fly-tipping at the Arches, south Harrow. Transport for London (TfL) refer them to the Street Care reporting tool, but it will not accept this particular location. Can the Mayor raise this with TfL in order to widen the scope of the reporting tool?

The Mayor: I’m pleased to confirm that Transport for London (TfL) has instructed its contractors to remove the waste and secure the site at the Arches, south Harrow.
The TfL Streetcare tool has now been in place over two years and has been very successful in its original objectives of reporting highway, traffic signal and bus infrastructure issues and defects. TfL is now seeking to broaden the Streetcare tool’s original remit to include off-highway land and assets. This expansion is currently under assessment and will be implemented when funding becomes available.

Checks to prevent blacklisting

Siân Berry: Concerns have been raised by former bus drivers who have been active in the trade union movement that they are being refused work by several bus companies in London, which raises fears that blacklists could be in operation. How many allegations of potential blacklisting are Transport for London (TfL) aware of, and what investigations or checks does it undertake to stop blacklisting by bus companies running TfL services?

The Mayor: Blacklisting is illegal and Transport for London (TfL) would take action if presented with any evidence of it. However, TfL is not aware of any allegations of blacklisting. Bus drivers are employed by the bus operators who have their own recruitment criteria and processes, which would include interviews, assessments and taking references, as well as ensuring candidates meet the legal requirements to drive buses.

Public London Charter

Zack Polanski: How are you encouraging take-up and monitoring the success of your new Public London Charter?

The Mayor: The Public London Charter was published on 8 October.
When putting forward a planning application that involves new public space, applicants must demonstrate how the Charter principles will be met, and commit to implementation of these measures through a legal agreement. It is clearly early days for implementing the Charter but, as this is London Plan Guidance, based on a clear London Plan policy, we can go further than encouraging take-up and actually make this a requirement for relevant development.
We are making sure developers are aware of the requirement to implement the Charter in pre-application discussions with GLA officers on potential developments, as well as at the planning application stage itself.
New Opportunity Area Planning Frameworks that we’re developing will also highlight the Charter and its application.
My Design Advocates supported the development of the Charter and now – in their advocacy role – are spreading the word through their professional networks.
During the development of the Charter we engaged widely with the built environment sector to ensure the Charter was fit for purpose and to help with its uptake. This included establishing a Sounding Board of my Design Advocates and other experts, holding sector-facing events and inviting peer review.
I am also using my own investments through funding programmes like the Good Growth Fund and High Streets for All Challenge Fund to put these principles into practice, to help create exemplars across London.
Monitoringinformation will be availablefrom local planning authorities’ recordsof planning permissions and legal agreementsthroughwhich the Charter principles will be secured.
We are also exploring ways to add this data to thePlanning London Datahub as part of my wider commitments to transparency in the planning process.

Bus Driver Fatigue and Schedules and Rosters (2)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Protecting break and rest times”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Transport for London (TfL) requires that all regulations for bus driver breaks and rest times are complied with.
The need to protect break and rest times is addressed through TfL’s bus driver fatigue management programme and the TfL-led Bus Operator Fatigue Working Group. This includes Fatigue Management Awareness Training, which was provided to all bus operators and then completed in July 2021. This aims to ensure managers are aware of fatigue and ways to manage it, including protecting driver breaks in line with the regulatory requirements.
TfL also carries out drivers’ hours audits, which include ensuring that minimum meal break requirements are adhered to.

Bus Driver Fatigue and Schedules and Rosters (1)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution “Including fatigue risk assessment and mitigation in scheduling and rostering”. Can you provide details on what TfL and the bus operators have done to implement this solution, including: how safety and fatigue is the main consideration for bus operators when designing schedules and shift patterns; reducing the variability in start times; introducing forward rotating shift patterns; allowing at least 11 hours rest between shifts; increasing the number of breaks per duty; avoiding more than three consecutive early morning shifts; avoiding the use of spread-overs; and using biomathematical models which have been established to predict the impact of shift schedules on respective sleep, alertness, and performance.

The Mayor: In the December 2021 Bus and Tram six-monthly update to the GLA Transport Committee, Transport for London (TfL) provided an update on its activities to support bus maintenance. Previous reports to the Transport Committee are published here: https://www.london.gov.uk/about-us/london-assembly/london-assembly-publications/tram-and-bus-safety-london
Level of service agreements between TfL and bus operators ensure that vehicle standards and maintenance requirements are already high. The TfL Engineering Quality Management programme also actively picks up faults and defects on a continuous basis, which is used as an indicator of maintenance issues.

Bus Driver Fatigue and Schedules and Rosters (4)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Providing more flexibility regarding drivers’ shifts”. Can you provide details on what TfL and the bus operators have done to implement this solution, including considering the chronotype of the driver when designing rosters?

The Mayor: Transport for London (TfL) works closely with bus operators through the Fatigue Management Working Group to provide the tools and policies to support bus operators and ensure contractual obligations are met. The approach to developing drivers shift patterns and the allocation of shifts is up to bus operators and their individual business needs. Bus operators have been providing flexible shifts to drivers where possible.
TfL and the bus operators await the outcome of the Fatigue Risk Assessment Tool project to further assist in this area, as set out in my answer to your question 2022/0320.

Bus Driver Fatigue and Schedules and Rosters (3)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution to “Ensure that schedules are better matched with actual running time, at all times of day”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: Route performance is reviewed on a periodic basis.The performance of a route can be affected by the time in the schedule compared with conditions on the road.Where Transport for London (TfL) finds that schedules do not match the road conditions, for example,where there is too much or too little run time, it arranges for modified schedules to be introduced by the bus operator.
TfL also works with roadworks promotors to understand where additional time may be required because of delays as a result of roadworks. This enables TfL to anticipate in advance where more time is neededand make arrangements for this to be implemented in time for the works.

Health (including sleep health) (1)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution regarding “Reducing stress and workload pressure whilst driving the bus”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: As detailed in the December 2021 Bus and Tram six-monthly update to the GLA Transport Committee, Transport for London (TfL) acknowledges that bus drivers can face a number of distractions when carrying out their job and that these need to be reduced as far as practicably possible.
Through its Bus Safety Programme, TfL continues to keep under review vehicle design, technology, road infrastructure and behaviours to reduce distractions or mitigate their impact on drivers, and to ensure drivers are not overloaded with information while performing their role.For example, the 2021 Bus Safety Innovation Challenge focuses on fatigue, health and wellbeing, with ten innovations due to be taken forward for delivery over the coming months subject to available funding.
Please also my response to question 2022/0322 detailing TfL’s approach to managing bus route schedules.

Unacceptable Use of Social Media by TfL Staff

Nicholas Rogers: How many times have members of TfL staff been disciplined for unacceptable use of a) social media and b) WhatsApp groups in each of the last five years?

The Mayor: At present, Transport for London (TfL) is unable to answer this exact query as it only records specific details of the disciplinary charge in a Free Text field. As its case management system does not have word search functionality, to get this information would require the manual review of disciplinary cases which have taken place over the past five years.
TfL is in the process of reconfiguring the case management system to allow it to extract more granular data such as the information requested. This new configuration should be in place by the end of 2022, however it will only be able provide data for future cases and not those that have already taken place.

Anti-Semitism

Susan Hall: Since this Assembly passed its motion on Anti-Semitism, what further action have you taken to protect London’s Jewish community?

The Mayor: Tackling antisemitism has always been a priority for me and this continues to be the case. I have expressed a zero-tolerance approach to antisemitism and all forms of hate in London and I continue to work alongside the Met Police and grassroots communities to tackle hatred and intolerance across the city.
I have also continued to invest record amounts in funding for civil society groups that support all victims of hate alongside investing in activity which prevents hate and intolerance from taking root. This has included support and close collaboration with organisations and projects that tackle antisemitism specifically.

63 Bus Route Trial (1)

Nicholas Rogers: Breaking down where funds have been spent, how much money has TfL spent on the trialled changes to the 63 bus route?

The Mayor: The table below summarises the overall spend on the Route 63 customer enhancements trial.
ACTIVITY
APPROX. TfL SPEND
COMMENTS
Improved on-bus features
£200,000
Incremental cost for 29 buses. Costs shared with route operator – Abellio
Bus shelter improvements
£240,000
Replacing 18 of the older shelters (incl. acceleration for shelters due for imminent replacement) and installation of Countdown signs
Additional Countdown information units
£115,000
Includes six smaller “Countdown style” units for stops without shelters, due to be installed in April 2022
Marketing and promotion activity
£50,000
Customer research
£200,000
Includes three waves of customer research to establish the enhancements to prioritise

Football flagged crimes

Unmesh Desai: How many crimes were flagged as football related in the months of August and September in 2021, 2019, 2018 and 2017. Please provide a breakdown of the types of crime if possible.

The Mayor: Please see attached the requested information. The supplied notes page should be read in conjunction with the data to aid in interpretation.

The Mayor: 4236_Football flagged crimes_v2 (1).xlsx

Bonuses for senior TfL staff

Caroline Pidgeon: Has TfL revised its decision to award bonuses to senior staff, given its current funding challenges? Do you support this decision?

The Mayor: In the financial year 2020/21, due to Transport for London’s (TfL) financial circumstances resulting from the pandemic, TfL took the decision to suspend performance award schemes for that year.
The TfL Renumeration Committee agreed a new arrangement for 2021/22 and 2022/23 to reflect the need for TfL to retain talent during this critical period. The market for skills is becoming increasingly competitive in the rail and construction industries, particularly for critical skill sets such as engineering and capital programmes. This means TfL is experiencing heightened competition across its Capital Delivery, Project Management Office, Engineering and Track Renewals functions, resulting in a number of vacancy and recruitment issues in those areas. The committee’s view was that performance awards help maintain a competitive remuneration package for senior managers, helping to retain key talent at a time where TfL has constrained base pay for a number of years.
Performance awards will be subject to set criteria and will only be payable in the financial year 2023/24, provided that TfL achieves the “Financial Overlay Trigger”, which is to achieve financial sustainability by April 2023. By financial sustainability I mean that TfL can run its operations free of extraordinary Government funding for revenue support.

Bus Priority Programme (1)

Elly Baker: Following MQ 2021/1597 can you provide figures for the budget for the Bus Priority Programme for 2021/22 and 2022/23?

The Mayor: The original budget for the 2021/22 Bus Priority Programme was £11.2m. As I noted in my answer to 2021/1597, this does not reflect that many other benefits to bus passengers are delivered by multi-modal schemes in Transport for London’s (TfL) Healthy Streets Portfolio, including TfL and borough-led projects. The 2022/23 budget is yet to be confirmed following TfL’s latest funding agreement with the Government on 25 February and prioritisation across TfL’s investment programme.

Bus Priority Programme (3)

Elly Baker: Can you confirm what projects you expect to include the Bus Priority Programme in 2022/23?

The Mayor: The Bus Priority Programme is part of Transport for London’s (TfL’s) Healthy Streets Portfolio. The exact number and make-up of projects included within the 2022/23 Bus Priority Programme is yet to be confirmed following TfL’s latest funding agreement with the Government on 25 February and prioritisation across TfL’s investment programme.
Subject to funding, the programme is likely to encompass a mix of TfL-led enhancements to the TfL Road Network, funding for the London boroughs to deliver on their streets, and a range of targeted interventions to London’s traffic signals to deliver bus priority and improve journey times.

Silvertown Particulate Matter Monitoring Stations

Hina Bokhari: What specific actions are you taking to effectively monitor PM2.5 on access roads to the Silvertown tunnel?

The Mayor: Please see my answer to question MQ 2021/2241. Transport for London (TfL) has demonstrated that the Silvertown Tunnel scheme will not have a material impact on particulate matter (PM) levels. TfL has a comprehensive monitoring programme underway which will ensure the air quality impacts of the scheme are fully understood. This includes the consideration of PM2.5 data from locations north and south of the river as part of wider GLA and TfL air quality reporting.

Details on 21 People Seriously Injured in Bus or Coach Safety Incidents during the period 27 June 2021 to 18 September 2021

Keith Prince: Please provide me with the data I requested in question 2021/4897.

The Mayor: As I set out in my response to 2021/4897, this data is published every quarter, with the July to September 2021 period published in December 2021.
I understand that Transport for London provided the data requested in Mayor’s Question 2021/4897 to you on 5 January 2022.

Number Plate Cloning (1)

Joanne McCartney: How many reports of number plate cloning have been received by the Metropolitan Police over the last 3 years by London borough, as well as the total number of vehicle owners affected?

The Mayor: There is no single specific offence for vehicle registration plate cloning and therefore this information is not retrievable without reading individual crime reports.

Length of time between hate crime offences and court hearings

Unmesh Desai: Please provide the average length of time between charges brought against a suspect for a hate crime being committed and the related court case taking place in each of the last 4 years, for each of the following types of hate crimes: Homophobic, Disability, Racist and religious.

The Mayor: This question requires information on court dates that are not owned by the Metropolitan Police Service (MPS) and is therefore not retrievable.

63 Bus Route Trail (2)

Nicholas Rogers: If the 63 bus route trial is successful, what plans are there for a wider rollout across London?

The Mayor: Route 63 is being used to showcase a package of improvements at one time on a whole route. The new buses are a symbol of Transport for London’s (TfL) aspirations for the future of bus travel in London, but this is dependent on the Government agreeing a longer-term funding agreement with TfL.
TfL will undertake research to enable it to assess which elements are most welcomed by customers, and, through wider adoption, which elements could encourage greater use of the bus network. The findings will inform the business case for any wider roll-out.
The initial feedback has been very positive, and I understand that TfL is already looking at whether any aspects should be accelerated. All of this is, however, subject to adequate funding for the bus network.

Bus Driver Fatigue and Working Conditions (1)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution to “Provide and ensure regular evaluation of suitable facilities for drivers to eat and rest”. Can you provide details on what TfL and the bus operators have done to implement this solution; including how improved access to facilities to enable healthy eating is being implemented?

The Mayor: Transport for London’s (TfL) renewals programme is progressing. A condition assessment of all facilities has been completed and contracts awarded to upgrade welfare and buildings at 17 priority sites, which are all due to be delivered by the end of 2022. In addition, around 40 feasibility studies are in progress to prepare for further upgrades when funding becomes available.
Since 2018, TfL has provided additional welfare facilities and toilets. Since the start of the coronavirus pandemic, it has provided additional temporary mess room space in 31 stations and busstands, including 20 additional toilets.

Bus Driver Fatigue and Working Conditions (2)

Elly Baker: The August 2019 Bus Driver Fatigue Report by Loughborough University suggests a solution to “maintain buses to ensure they are always kept in a suitable condition”. Can you provide details on what TfL and the bus operators have done to implement this solution?

The Mayor: In the December 2021 Bus and Tram six-monthly update to the GLA Transport Committee, Transport for London (TfL) provided an update on its activities to support bus maintenance. Previous reports to the Transport Committee are published here: https://www.london.gov.uk/about-us/london-assembly/london-assembly-publications/tram-and-bus-safety-london
Level of service agreements between TfL and bus operators ensure that vehicle standards and maintenance requirements are already high. The TfL Engineering Quality Management programme also actively picks up faults and defects on a continuous basis, which is used as an indicator of maintenance issues.

Transport for London (TfL) Finances

Onkar Sahota: A young constituent asked me why you are raising council tax to fund TfL, when she is experiencing financial hardship as a hospitality worker during the pandemic. How can you explain to Londoners that this is something you are being forced into doing, because of Government’s failure to properly support London’s transport network?

The Mayor: I understand your constituent’s concerns about increasing council tax. Rather than supporting London’s transport network the Government is forcing us to raise additional revenue through measures like council tax – punishing Londoners for doing the right thing and avoiding public transport during the pandemic, as the Government told them to do.
During the pandemic, Transport for London (TfL) worked hard to retain services for those who had no alternative other than to use public transport.
The pandemic is the only reason TfL is facing a financial crisis following reduced passenger numbers. TfL supports the economy, jobs and new homes through its many supplier contracts. A properly funded transport network in the capital will support the economic recovery in London and the country as a whole.

Face Masks on TfL (2)

Elly Baker: Since the MPS/BTP began enforcement activity on 30 November 2021 on the wearing of face masks on public transport please provide figures for (a) the number of people stopped, (b) prevented from boarding, (c) ejected and (d) issued with Fixed Penalty Notices?

The Mayor: The MPS and BTP do not hold any statistics on these figures for London. For TfL’s data for the period that national face covering regulations were in place (30 November 2021 until 25 January 2022), please my response to Mayor’s Question 2022/0416

Future of flight consultation response

Zack Polanski: The Government consulted on the future of flight in September 2021 as part of its future of transport regulatory review. Could you provide a copy of the response to this consultation submitted by Transport for London (TfL)?

The Mayor: Please find attached the Transport for London (TfL) response to the Government consultation on the Future of Flight, submitted in November 2021.

The Mayor: 0492 - TfLResponse_FoT Future of Flight.pdf

Harassment of disabled people on the transport network

Caroline Russell: A blind constituent has raised with me the aggressive behaviour, assault, and intimidation they experience while traveling in London. Will you consider working with disability advocacy groups and campaigners to communicate with Londoners about how to support disabled people traveling independently on the transport system?

The Mayor: Transport for London (TfL) works to ensure its public transport network is safe for everyone to use. However, TfL recognises that disabled customers can sometimes feel at greater risk or experience unwanted behaviours from other customers when travelling. TfL’s operational staff undertake disability and equality training as part of their induction and are encouraged to learn more as part of ongoing customer service skills development. TfL staff, together with the British Transport Police and Metropolitan Police, are on hand to enforce against crime, deter anti-social behaviour and to assist customers who experience issues. TfL works very closely with stakeholders, including Transport for All, Royal National Institute of Blind People, Guide Dogs, and London TravelWatch; as well as TfL’s own Independent Disability Advisory Group. Last June TfL launched its, ‘Together Against Hate’ campaign to tackle all forms of hate crime, including hosting an event during National Hate Crime Awareness Week attended by disability stakeholders. TfL will continue to work with stakeholders on the future of this campaign to make the transport network safer and welcoming to everyone. In addition, its ‘Travel Kind’ campaign continued last year reminding customers to be patient, kind and considerate to others and it continues to deliver tools and services to support disabled people ranging from its ‘Please Offer Me a Seat badge’ to Travel Mentoring services. Initiatives such as these allow TfL to better understand how it can manage and improve its services for disabled customers. In addition, its ‘Travel Kind’ campaign continued last year reminding customers to be patient, kind and considerate to others. Initiatives such as these allow TfL to better understand how it can manage and improve its services for disabled customers.

Tube toilet maps (1)

Caroline Russell: I welcome the online Tube toilet map and the upgrade of the TfL Go app to include toilet availability. How many physical toilet maps are displayed across the Transport for London (TfL) Underground network at station forecourts, platforms or other prominent locations?

The Mayor: All stations have the pocket Tube map, which shows those stations that have toilets either in the station or nearby. These maps are widely available either in the station entrance or in leaflet racks through larger stations. These maps can be taken away by customers and used when travelling.